Universal self-unloading unit for bulk cargo vessels



March 1953 w. G. BARTENFELD 2,827,181

UNIVERSAL SELF-UNLOADING UNIT FOR BULK CARGO VESSELS 5 Sheets-Sheet 1 Filed Jan. 24, 1956 I V IIHHHIIIII I IN V EN TOR. W/L FORD GzB/YPTfN/ZZQ ZM/f A 7'7'OPNEYS March 18, 1958 w. G. BARTENFELD 2,82

UNIVERSAL SELF-UNLOADING UNIT FOR BULK CARGO VESSELS Filed Jan. 24, 1956 5 Sheets-Sheet 2 Q JNVENTOR.

BY Z I Wk 21 M ATTORNEYS March 18, 1958 w. G. BARTENFELD 2,32

UNIVERSAL SELF-UNLOADING UNIT FOR BULK CARGO VESSEL-S Filed Jan. 24, 1956 3 Sheets-Sheet 3 INVENTOR.

ATTORNEYS nit d SWSPtEHP SELF-UNLOADING UNIT FOR BULK CARGO VESSELS Wilford G. Bartenfeld, Lakewood, ()hie Application January 24, 1956, Serial No. 560,939

15 Claims. (Cl. 214- 15) This invention has to do with a universal self-unloading unit for a bulk cargo vessel.

In a vessel equipped with a mobile crane,-the boom forming part of the crane is ordinarily capable of horizontal movement in an arcuate path that in a typical case may approach or equal 180. Whether the boom is located at one of the two ends or on one of the sides of the crane, it usually has the drawback of lacking sulficient maneuverability to permit it to meet the requirements of certain fairly common situations, as, for example, when the crane is used for discharging cargo into a covered dock, freight car or the like. In stockpiling cargo in the open, the stockpile can usually be formed at a distance from the side of the vessel corresponding to the reach of the boom; if so, the boom can be allowed to extend at right angles to the side of the vessel even if the crane is as far aft or as far forward as the crane may go. This, however, does not hold true Where the crane is used for discharging cargo in close quarters, as in a boxcar or covered dock.

In the latter situation, provided the crane is in some intermediate position remote from the ends of the vessel, the boom can often be made to project from the vessel at an angle to its longitudinal axis which is suificiently acute to permit the operator to locate the outboard end of the boom between the side walls of the dock; i. e., within the lateral limits of the dock as seen in plan. After the cargo has been removed from that part of the hold directly beneath the base of the crane, the crane or vessel or both can be moved as necessary to permit of the discharge of portions of the cargo that lie closer to the ends of the vessel. When, however, the end hatches are reached, which usually means that the base of the crane is near or at one of the limits of its path of travel, the boom is very likely to be precluded by the wheel house or the after houses from extending forward or aft (as the case may be) at an angle that is sufiiciently shallow, measured from the side of the vessel, to permit operations to continue. In such case, the narrowness of the dock effectively prevents further use of the boom, necessitating unloading the remainder of the cargo by other and less efiicient methods.

The present invention consists in and has for one of its objects the provision of means for overcoming this difficulty, as by providing the crane with a plurality of bodily moveable conveyors that are separated from each other by the length of the crane. In its preferred form, much as in prior application Serial No. 553,849, filed December 19, 1955 for Universal Unloading Unit for Bulk Cargo Vessels, the invention makes use of a boom incorporating a conveyor of a suitable type; however, it additionally makes use of a second bodily moveable con veyor, preferably a conveyor of the shuttle type, that is adapted to project to varying extents from either side of the vessel in a direction at right angles to the longitudinal axis of the vessel.

Between the shuttle conveyor and the conveyor incorporated in the boom are provided means for scoop- 2 ing up cargo from the hold, discharging it from the scoop or scoops, and directing it forward or aft, as may be required, toward one or the other of the two bodily moveable conveyors. In this manner, the invention makes it possible to use the boom and the conveyor associated with it so long as the'wheel house, the after houses or other deck structures do not interfere sufiiciently to preclude the use of the boom; at the same time, it provides a shuttle conveyor that may be brought into operation circumstances in which it is difi'icult or impossible to deposit the cargoby means of a boom. p

In such circumstances, by directing the been away from the hull on the water side of the vessel when the crane is approaching the end hatch or hatches, particularly the hatch or hatches at the forw'a'rd end of the vessel, the boom may be temporarily re-located in an idle position in which it cannot interfere with further unloading operations. At this stage, the shuttle conveyor may be brought into operation, being made to project over the side into the dock inwhich the cargo is to be laid down. The remainder of the cargo may then be unloaded by means of the shuttle conveyor. If desired, the shuttle conveyor may be used throughout the entire sequence of unloading operations to the exclusion of the boom, although normally the boom will be employed as long as practicable and as a general rule whenever stockpiling in the open is contemplated. If desired, th e two may be used together, but this is not often feasible.

To permit of selective use of either of these two conveyors; i. e., the shuttle conveyor 'and the conveyor incorporated in the boom, the invention provides auxiliary conveyors forming part of the unloading unit itself which extend in diametrically opposite directions from a common feeding zone; e. g., forward in one case and aftin the other. To supply the cargo to the two oppositely extending auxiliary conveyors, a more or less centrally located hopper is provided, such hopper being disposed in a position in which it canconveniently receive the contents of either or both of twoindependently operated cargo scoops. The latter are mounted on trolleys for movement in pre-determined loci which in part overlie the hopper. Thus the two bodily moveable conveyors, although of radically different types, have in common a feeding system involving a minimum of duplicated components.

Other objects, advantages and features of the invention will be apparent from the description which follows and from the accompanying drawings, in which:

Figure 1 is a side elevation of a cargo vessel provided with a mobile crane of the kind to which the invention relates.

Figure 2 is a plan on a larger scale showing the crane and boom seen as if from line 2-2 of Figure 1. U

Figure 3 is a side elevation of the crane on a still larger scale showing the scoops, central hopper, auxiliary con: veyors and the two bodily moveable conveyors, one of the latter at each end.

Figures 4 and 5 are rear elevations of the crane seen as if from line 4+4 of Figure 3, the former when the vessel is at sea and the latter when it is being used for unloading into a covered dock.

Referring first to Figure 1, what is there shown is a typical cargo vessel used for carrying bulk cargo, as, for example, grain, ore, coal, etc. It may be regarded as representative of a variety of different types of cargo vessels with any of which the invention can be employed. A deck 2 extends from one end of the vessel to the other. In such deck is a series of paired hatches 3, the same being shown as spaced laterally from each other so as to invest/same center line bulkhead the spaces indi c ated at 2a. In lieu of paired hatches, single hatches extending athwart the vessel from one side to the other may be present.

At the after end of the vessel is a receiving cage 4 of the type' shown; described and claimed in prior application Serial No. 553,849, such cage being rigidlyattached to the deck'of the vessel. A mobile crane 5 adapted to move into and out of position in cage 4 is shown in two positions in Figure 1. One of them, the dotted'line position,'is the one which the crane assumes when the .vessel is atsea. The other, illustrated in full lines, is typical of a variety of positions through 'which the crane may pass in moving along deck 2 toward or from cage 4.

At its forward end, crane 5 has a boom 6 that is susceptible of being moved a total of approximately 180 in a horizontal plane; i. e., 90 to port and 90 to starboard, measuring from the position shown in Figure 2. Boom 6 is ordinarily used for unloading cargo in circumstances in which stockpiling in the open is practicable, in whichcase it will of course extend at an angle to the longitudinal axisof the vessel measuring up to about 90. In addition to being susceptible of arcuate movement in a horizontal plane, boom 6 is also susceptible of being elevated from the horizontal by an angle approaching 18 The inboard end of the boom is mounted on a bull gear 7 provided with the usual center pin 7a and driven in conventional fashion by a pinion 7b from a suit-able prime mover (not shown).

Motor driven trucks 8, 'of which there is one beneath each of the four corners of the crane, impartthe necessarydegree of mobility to the crane, boom and associated elements. Locking trucks 9, of which there is one for each of trucks 8, are provided below trucks 8 as shown in Figure 3: these keep the crane from tipping when the vessel rolls. Rails'10 for trucks 8 and rails for locking trucks 9 engage the wheels on the trucks. Rails 10, 10' extend as indicated in Figure 1 from a point just aft of the wheel house to a point just forward of the after houses. I Supported on trucks 8 is a heavy frame-like base 11 which, seen in outline from above, takes the general shape of a rectangle that is somewhat wider athwartship than it is long. Base 11 is massive, sturdy and adapted to withstand heavy loads; preferably, it is of built-up construction. It is'provided with two open areas 11a and 11b, thus permitting access to the hatch or hatches 3 beneath the base. It is on the forward end of base 11 that the inboard end of boom 6 is carried.

On the upper face of base 11 are four pillars 12which, i

seen as in Figures 1 and 3, appear torbe vertical, but which when viewed from the ends of the crane are seen to incline toward each other as shown in Figures 4 and 5.

Between pillars 12 as seen from the ends of the crane are uprights 13, there being two such uprights at each end. Horizontal stringers 14 connect pillars 12 and uprights 13, there being two such stringers at each end. On the sides of the crane at the same level as stringers 14 are stringers 15, 15', best seenin Figure 3. Stringer 15, which is on the starboard side of the crane as shown, is broken away in order'to show stringer 15' on the port side.

Near the upper ends of pillars 12 directly above stringers 14 are two plate girders 16, one at each end of the crane. On the sides of the crane at the same level as plate girders 16 are plate girders 17, 17', likewise at the upper ends of pillars 12. As shown in Figure 3, girder 17 on the starboard side is broken away in order to show girder 17 on the port side of the crane. As will appear, plate girders 17, 17' are used for mounting other structural elements: see Figure 3.

Above plate girders 17, 17' and the two plate girders 16 that connect them is a top structure, rectangular in shape, made up of four interconnected trusses. At the rear end of the crane, seen in Figures 4 and 5, is the horizontal truss 18, shown as broken away in order to reveal 'the corresponding truss 18 at the forward end of the crane. On the sides of the crane are the trusses 19, 19, the former being broken away to show the latter. By using trusses at the upper end of the crane above plate girders 16, 17, etc., structural rigidity is obtained without making the crane top heavy.

.At the rear of the crane, seen as in Figures 4 and 5, are twin cabs 21a and 21b which are used as hereinafter described in unloading the vessel. Directly forward of them and therefore concealed from view in Figures 4 and 5 are two similar cabs one of which, 22a, appears in Figure 3. The four cabs are suspended from suitable transversely extending beams that parallel plate girders 16. The cabs of each pair; e. g., 21a and 21b, may be interconnected by a catwalk reached from the .deckby a ladder (not shown).

.Parallel to and between plate girders 16 are four I- beams 23, seen in Figure 3, the ends of which are secured to plate girders 17, 17. vThere are two pairs of Lbeams 23, each pair constituting a bridge that extendsfrom one side of the crane to the other transversely to the longitudinal axis of the vessel. Rails 24 mounted on I-beams 23 serve as ways for two trolleys 25 and 26, the former of which runs on the after bridge and the latter of which runs on the forward bridgez-see Figure 3. Trolleys 25 and 26 are susceptible of being moved along the ways by means of cables 27 which extend in the manner indicated in Figures 4 and 5 between sheaves Zion the port side and like sheaves 28' on the starboard side. From sheaves 28', cables 27 run downward to suitable motor-anddrum sets on the starboard side of base 11.

As indicated diagrammatically in Figure 2, there are three motor-and-drum sets 29 which serve the needs of trolley 25 on the after bridge and the three motor-anddrum sets 30 which serve the needs of trolley 26 on the forward bridge. Arranged as shown in Figures 2 and 3,

they are supported in part by means of a platform 31 that extends lengthwise of base ll on the starboard side of the crane. A similar platform on the port side of the crane mounts the generator 32, seen in Figures 2, 4 and 5.

For purposes to'be explained hereinafter, each of the two platforms 31 further mounts a motor-.and-drum set 33, 33', the same being shown diagrammatically in Figure 2 and indicated in Figure 5 in dotted lines.

Supported from rear trolley 25 is a cargo scoop 34, the same preferably taking the form of a clam shell bucket. Supported from trolley 26 is a similar cargo scoop 35. Each is shown in open position in Figures 3 to 5. Scoop 34 is illustrated in Figures 3 and 5 as in the act of discharging cargo that has been taken from the hold. By means of cables 36 and 37, the two scoops are operated by operators stationed in the cabs. If, as in the usual case, the scoops are used simultaneously, they will seldom be in the same or similar positions, for either may be stationary or in'movement athwartship while the other is being raised from or lowered into the hold. Either may be discharging while the other is in the hold picking up cargo. 7

Although four cabs are provided, only two operators are required. Preferably, they are in diametrically opposite cabs, one supervising unloading operations at the forward end and the other supervising unloading operations at the'after end of the crane. Normally, an operator in one'of the rear cabs, 21a or 21b, will operate scoop 34. At the same time, but independently of him, an operator in one of the forward cabs, 22a or 22b, will operate scoop 35. Four cabs are provided so that each of the twooperators can move'to an unoccupied cabwhen, in interests of keeping the vessel in trim, those unloading operations that are under his immediate supervision are transferred from the'port side to the starboard side or vice versa.

Located more or less centrally of'base 11 is a hopper 49 which underlies the path of travel of each of the trolleys and the associated scoops.

. In this position, it can discharge its contents directly into the hopper, as is shown in the case of scoop 34 in Figures 3, 4 and 5. This-having been done, the empty scoop may be returned to a position over that portion of the hold which is being cleared of cargo, after which it may be lowered in the usual way into the hold. At the base of hopper 40 is an opening 41 located approximately centrally of the hopper, although not necessarily exactly midway between the two ends of the crane. I

Hopper 40 is provided with deflecting plates 42 and 43, seen in Figure 3, either of which may be lowered from a retracted position within the hopper. Defiecting plates 42 and 43 are provided in orderto deflect the contents of the hopper in the desired direction, forward or aft. They may be moved to and fixed in the desired positions by making manual adjustments. The state of affairs illustrated in Figure 3 is one in Which,while deflecting plate 43 is fully retracted, deflecting plate 42 projects downward and to the rear in order to bring about rearward deflection of that part of the cargo that is discharging from hopper 40 through opening 41. Defiecting plates 42 and 43 are held in place by adjusting means 42a and 43a, respectively.

Below hopper 40 are two auxiliary conveyors 44 and 45, of which the former extends to the rear and the latter extends forwardly. Both are inclined upwardly as shown in Figure 3. Conveyors 44 and 45 are of the type known as pan conveyors. Normally, conveyor 45 will be idle when conveyor 44 is in use; similarly, conveyor 44 will be idle when conveyor 45 is in use. They are driven from a suitable prime mover (not shown) associated with base 11. Conveyor 44 is supported from a framework 46; conveyor 45, from a framework 47.

At their outboard ends, auxiliary conveyors 44 and 45 are adapted to discharge into hoppers 48 and 49, respectively. The former is supported from framework 46, while the latter is supported from framework 47. With the crane operating in the manner indicated in Figures 3 and 5 cargo discharged by scoops 34 and 35 into hopper 40 drops from hoper 40 onto conveyor 44, by which it is moved toward hopper 48. The latter is equi-distantly located between the two sides of the crane: see Figures 4 and 5.

Mention has already been made of the fact that boom 6 incorporates a conveyor, which, since the boom itself is moveable, may be described as a bodily moveable conveyor. At the inboard end 56 of the boom, hopper 49 overlies it midway between the sides of the crane. This conveyor, designed 51, is a belt conveyor. Along with boom 6, it can be elevated to a position approximately 18 from the horizontal by means of a motor-'and-drum set 52 mounted as shown on boom 6 and connected by cables 53 to sheaves 54 and 55. Of the latter, one is mounted on boom 6 and the other is mounted on a vertical truss 56 at the forward end of the crane: see Figure 3.

When the crane as a whole is in an intermediate position such as that shown in solid lines in Figure 1, boom 6 and conveyor 51 may be swung approximately 90 to either side, port or starboard. Under such circumstances, stockpiling in the open is almost always practicable, within limits determine-d by the reach of the boom when standing at right angles to the longitudinal axis of the vessel. In like circumstances, the boom may of course be angled to some lesser degree; e. g., 60", 45 30 or something of the sort, so as to permit it to enter into a freight car or covered dock. As already noted, the latter possibility usually ceases to be practicable when the crane is moved as far forward as it can go; that is to say, into a position in which it is directly over the end hatch or hatches at the forward end of the vessel.

To provide for this situation, which otherwise may require resort to less efiicient methods of unloading, the invention provides a second bodily moveable conveyor at the rear of the crane, such conveyor taking the form of a shuttle conveyor. To this end, the crane incorporates a dual supporting structure 60, seen' in Figures 3, 4'and'5 which extends athwartship and which is actually longer from end to end than the crane is wide but not longer than the beam of the vessel itself. On supporting struchim 60 are provided spaced rails 61, best seen in Figure 5, adapted to accommodate wheels 62 on the sides of the conveyor. The latter, designated 63, incorporates an endless belt 64 moving over rollers 65. When the vessel is at sea, conveyor 63 is secured in place in the position shown in Figure 4.

Assuming that the vessel is about to unload into a cov ered dock on the port side of the vessel, conveyor 63 is moved horizontally on rails 61 until it projects the desired distance beyond the side. Thereupon, it is elevated into a position such as that shown in Figure 5, in which it stands at an angle to the horizontal. Elevation of the conveyor up to a maximum of about 18 is accomplished by means of motor-and-drum set 33, which is connected by suitable cables to a first sheave 66 on the conveyor and a second sheave 67 mounted on the top structure of the crane as shown in Figures 4 and 5. The portion of the cable leading from sheave 67 to motor-and-drum set 33 is not shown, but the same cable, designated 68, appears in Figure 5 as extending between sheaves 66 and 67. This cable, which is rigged to the conveyor before the conveyor is extended over the side of the vessel, is removed when the conveyor is returned to the inboard position illustrated in Figure 4.

The conveyor is of course susceptible of being extended beyond the side of the vessel on the starboard side as well as on the port side. To that end, it carries a sheave 69 at the end opposite that on which sheave 66 is mounted. Similarly, the top structure of the crane carries a sheave 70 on the starboard side in a position corresponding to that on the port side occupied by sheave 67. A cable from motor-and-drum set 33' on the starboard side of the crane is rigged to the conveyor before the conveyor is caused to project beyond the side.

According to the invention, therefore, the crane has two bodily moveable conveyors, one at each end, that are capable of being extended over the side of the vessel, either to port or to starboard. If the cargo is being unloaded into a covered deck, as assumed in the showing in Figure 5, boom 6 will ordinarily be out of the way, extending forwardly on the water side of the vessel at an angle sufiicient to avoid interference with the wheel house. The shuttle conveyor, which receives the cargo from auxiliary conveyor 44 and hopper 43, can then be used to move the cargo over the side to a stockpile within the dock.

It is apparent that changes within the purview of the invention may be made by those skilled in the art without departing from the spirit of the invention. Thus it is possible to operate with a single cargo scoop supported by a trolley on a single bridge, this in circumstances in which it is not considered necessary or desirable to provide a plurality of bridges, trolleys and scoops. Another possibility is the use of conveyors of other types in lieu of pan conveyors 44 and 45; for example, the use of heavy-duty screw conveyors. The relationship between these auxiliary conveyors on one hand and hopper as on the other, particularly the precise location of the latter in respect to the forward and after ends of the crane, may readily be varied within the skill of those versed in the art to which the invention relates.

The invention has important economic advantages as regards the speed with which unloading operations may be carried out, being easily capable of removing cargo at the rate of fifteen hundred tons an hour. The crane forming part of the invention may, if desired, be re versed so as to coact with a receiving cage at the forward end rather than one at the after end of the vessel; in either case, the crane may be used to advantage whether the hatches happen to be arranged in pairs or take the 'of the type colloquially referred to as self-unloaders.

Cargo of kinds that such vessels cannot handle, such as iron ore, can be handled without difficulty by vessels utilizing the present invention.

It is intended that the patent shall cover, by summarization in appended claims, all featuresof patentable novelty residing in the invention.

What is claimed is:

1. In a cargo vessel, a self-unloading unit comprising a moveable framework incorporating a frame-like base adapted to fit over a hatch in the deck of the vessel; one or more cargo scoops supported from the framework each of which is moveable athwartship in a locus extending at right angles to the longitudinal axis of the vessel; hopper means within the framework beneath the loci of said cargo scoops, the discharge zone of said hopper means being substantially centrally located in relation to said base; at least one conveyor extending longitudinally of the vessel from said discharge zone to the periphery of the framework; and, at the periphery of the framework, a second conveyor for receiving and conveying away cargo discharged from said first conveyor, said second conveyor being bodily moveable into and out of a non-operating position in which it is disposed between the two sides of the vessel.

2. A self-unloading unit as in claim 1 in which, when the vessel is at sea, said second conveyor is disposed symmetrically of the unit.

3. A self-unloading unit as in claim 2 in which said second conveyor takes the form of a shuttle conveyor.

4. A self-unloading unit as in claim 2 in which said second conveyor is incorporated in a moveable boom.

5. In a cargo vessel, a self-unloading unit comprising a movable framework incorporating a frame-like base adapted to fit over a hatch in the deck of the vessel; one or more cargo scoops supported from the framework each of which is moveable athwartship in a locus extending substantially at right angles to the longitudinal axis of the vessel; hopper means within the framework beneath the loci of said cargo scoops, the discharge zone of said hopper means being substantially centrally located in relation to said base; at least one conveyor extending longitudinally of the vessel from said discharge zone toward the periphery of the framework; and, below the discharge zone of said longitudinally extending conveyor, a second conveyor of the shuttle type mounted for bodily movement athwartship.

6. In a cargo vessel, 21 self-unloading unit as in claim 5 in which said second conveyor is mounted on ways extending transversely from one side of the unit tothe other. 7

7. In a cargo vessel, a self-unloading unit as in claim 6 in which said second conveyor is provided with wheels in engagement with said transversely extending ways.

8. In a 'cargo'vessel, a self-unloading unit comprising a moveable framework incorporating a frame-like base adapted to fit over a hatch in the deck of the vessel; one or more cargo scoops supported from the framework each of which is moveable athwartship in a locus extending substantially at right angles to the longitudinal axis of the vessel; hopper means supported within the framework beneath the loci of said cargo scoops, the discharge zone of said hopper means being substantially centrally located in relation to said base; at least one conveyor extending longitudinally of the vessel from said discharge zone toward the periphery of the framework; and, below the discharge zone of said longitudinally extendingconveyor, a boom incorporating a second conveyor for moving the cargo dischargedby said longitudi nally extending conveyor from the inboard to the outboard end of the boom, the inboard endof said boom being supported from said base in a position such that the boom can be. swung through a horizontal arc of approximately l.' 1

9. In a cargo vessel, a self-unloading unit comprising a moveable framework incorporating a frame-like base adaptedto fit over a hatch in the deck of the vessel; a cargo scoop supported from the framework which cargo scoopis moveable in a locus extending tr versely. to the longitudinal axis of the vessel; a hopper supported from the framework beneath the locus of said cargo scoop, said hopper having its discharge zone located substantially centrally of said base; a plurality of auxiliary conveyors aligned with each other within the framework, said auxiliary conveyors extending longitudinally of the vessel from said discharge zonetoward the ends of the unit; and, at the discharge end of each ofsaid auxiliary conveyors, a bodily moveable conveyor for conveying the cargo beyond the side of the vessel.

10. A self-unloading unit as in claim 9 in which one of the two bodily moveable conveyors takes the form of a shuttle conveyor. r

11. A self-unloading unit as in'claitn 9 in which: one of the two bodily moveable conveyors is incorporated in a moveable boom.

12. In a cargo vessel, a self-unloading unit comprising a moveable framework incorporating an open frame-like base adapted to fit over a hatch in the deck of the vessel; one or more trolley supported cargo scoops suspended over the opening in the base each of which is moveable within the framework in a predetermined path; a hopper supported from the framework beneath the paths of said cargo scoops, said hopper having its discharge opening located-approximately midway between the sides of said base; two oppositely inclined conveyors extending outward and upward from the discharge opening in the hopper; and two bodily moveable conveyors,

one below the upper end of each of said oppositely in clined conveyors, for moving cargo beyond the limits of the unit. 7

13. In a cargo vessel, a self-unloading unit comprising a moveable framework incorporating an open frame-like base adapted to fit over a hatch in the deck of the vessel; one or more trolley supported cargo scoops suspended over the opening in the base each of which is moveable within the framework in a predetermined path; a hopper supported from the framework beneath the paths of said cargo scoops, said hopper having its discharge opening located approximately midway between the sides of said base; twov oppositely inclined conveyors extending outward and upward from the discharge opening in the hopper; and two bodily moveable conveyors, one below the upper end of each of said oppositely inclined conveyors, for moving cargo beyond the limits of, the'unit, at least one of said bodily moveable conveyors being a shuttle conveyor.

14. In a cargo vessel, a self-unloading unit comprising a moveable framework incorporating an open frame-like base adapted to fit over a hatch in the deck of the vessel; one or more trolley supported cargo scoops suspended over the opening in the base each of which is moveable within the framework in a predetermined path; a hopper supported from the framework beneath the paths of said cargo scoops, said hopper having its discharge opening located approximately midway between the sides of said base; two oppositely inclined conveyors extending outward and upward from .the discharge opening in the hopper; and two bodily moveable conveyors, onelbelow the upper end of each of said oppositely inclinedcon veyors,'for moving cargo beyond the limits of the unit, at least one of said bodily moveable conveyors being incorporated in a moveable boom. p

15. In a cargo vessel, 21 self-unloading unit comprising a moveable framework incorporating an 'openframe-like base adapted .to fitover a hatch in the deck of the vessel;

one or more trolley-supported cargo scoops suspended over the opening in said base each of which is moveable within the framework in a horizontal path; hopper means supported from the framework beneath the paths of said cargo scoops, said hopper means discharging approximately midway between the sides of said base; a first conveyor extending outward and upward from the discharge zone of the hopper means toward the periphery of the framework with its horizontal projection over the longitudinal axis of the vessel; and, below the outer end of said first conveyor, a second conveyor for moving cargo beyond the limits of the vessel, said second conveyor being incorporated in a pivotally mounted boom supported right angle to the side of the vessel on either side of its longitudinal axis.

References Cited in the file of this patent UNITED STATES PATENTS 1,315,921 Fouchy Sept. 9, 1919 1,565,875 Von Haase Dec. 15, 1925 1,580,556 Enard Apr. 13, 1926 1,681,742 Munn Aug. 21, 1928 FOREIGN PATENTS 80,337 Austria Mar. 26, 1920 

